CN110450826B - Processing method and system for continuation route - Google Patents
Processing method and system for continuation route Download PDFInfo
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- CN110450826B CN110450826B CN201910712278.4A CN201910712278A CN110450826B CN 110450826 B CN110450826 B CN 110450826B CN 201910712278 A CN201910712278 A CN 201910712278A CN 110450826 B CN110450826 B CN 110450826B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
Abstract
The invention provides a processing method and a system for a continuation route, wherein the method comprises the following steps: transacting a continuous route for the vehicle receiving route; receiving a conversion instruction for converting the continuation route into the front route; and detecting the state of the train, and converting the continuation route into the front route according to the state of the train. After the receiving route is transacted with the continuation route, when the receiving route is changed and the continuation route needs to be transacted again, the invention can conveniently and effectively convert the current continuation route into the forward route so as to facilitate the safe arrival of the train.
Description
Technical Field
The invention relates to the technical field of railways, in particular to a method and a system for processing a continuation route.
Background
When the railway station is on a downhill where the braking distance outside the approach signal machine exceeds 6 per thousand, it is necessary to extend the approach of the train to set a continuation approach in order to prevent the accident that the train rushes out of the train receiving line due to collision of the signal of the train rushing out caused by misoperation of the driver or equipment error.
When the continuation route is set, the continuation route is temporarily not opened, if the receiving route is temporarily changed, a new receiving route may need to be reached through the continuation route, and since the continuation route does not exist in advance, the continuation route cannot be simply changed into the forward route of the open signal by means of a re-opening signal, and therefore, a convenient and effective means for re-opening the continuation route to change into the forward route is required. At present, when the approach of the receiving car is temporarily changed, a corresponding effective treatment scheme for the continuation approach is not provided.
Disclosure of Invention
The present invention is directed to solving at least one of the above problems.
Therefore, an object of the present invention is to provide a method for processing a continuation road, which can conveniently and effectively convert a current continuation road into a forward road for a safe arrival of a train when the receiving road is changed and the continuation road needs to be reprocessed after the receiving road is processed.
A second object of the present invention is to provide a processing system for continuation of a route.
In order to achieve the above object, an embodiment of the first aspect of the present invention provides a method for processing a continuation route, including the following steps: transacting a continuous route for the vehicle receiving route; receiving a conversion instruction for converting the continuation route into a front route; and detecting the state of the train, and converting the continuation road into a front road according to the state of the train.
According to the method for processing the continuation road of the embodiment of the invention, after the continuation road is processed for the vehicle-receiving road, when the vehicle-receiving road is changed and the continuation road needs to be processed again, the conversion instruction for converting the continuation road into the front road is received, then the state of the train is detected, and the current continuation road is conveniently and effectively converted into the front road according to the state of the train so as to facilitate the safe station entry of the train.
In addition, the continuation path processing method according to the above embodiment of the present invention may further have the following additional technical features:
in some examples, the detecting a state of the train includes: detecting whether the train drives into a receiving train access road or not; detecting whether the head of the train is pressed into a receiving access track; and detecting whether a delay or ramp unlocking button is triggered after the head of the train is pressed into the receiving access way or not.
In some examples, the controlling the continuation route to transition to the forward route according to the state of the train includes: if the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered, a new continuing route is continuously transacted on the basis of the continuing route, and the signal of the continuing route is controlled to be reopened so as to convert the continuing route into a forward route.
In some examples, further comprising: and if the train drives into the receiving route, the head of the train is pressed into the receiving route station, the delay time after the head of the train is pressed into the receiving route station reaches the preset time or the ramp unlocking button is triggered, controlling the continuous route to be unlocked.
In some examples, the controlling the continuation way unlocking includes: if the delay time after the head of the train is pressed into the receiving route station track reaches the preset time, controlling the continuous route to be automatically unlocked; if the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the train completely enters the receiving route station track, detecting a ramp unlocking button trigger signal, and controlling the continuous route to be unlocked according to the ramp unlocking button trigger signal; if the delay after the head of the train is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route within the preset time, controlling the continuation route to be automatically unlocked; and if the delay after the head of the train is pressed into the receiving route station reaches the preset time and the train is pressed into the next receiving route in the forward process within the preset time, monitoring the state of the train in the next receiving route.
In some examples, further comprising: and when the train does not drive into the receiving route, canceling the current receiving route and retreating a new receiving route.
In some examples, the transacting the continuation road for the pick-up road includes: and arranging the continuous route at the tail end of the receiving route, wherein the continuous route is only provided with one section and is the next route at the tail end of the receiving route.
In order to achieve the above object, an embodiment of a second aspect of the present invention provides a processing system for continuing a route, including: the transaction module is used for transacting a continuous route for the vehicle receiving route; the receiving module is used for receiving a conversion instruction for converting the continuation route into a front route; the detection module is used for detecting the state of the train; and the control module is used for converting the continuation route into a front route according to the state of the train.
According to the processing system of the continuation route, after the continuation route is processed for the vehicle-receiving route, when the vehicle-receiving route is changed and the continuation route needs to be processed again, the conversion instruction for converting the continuation route into the front route is received, then the state of the train is detected, and the current continuation route is conveniently and effectively converted into the front route according to the state of the train so as to facilitate the safe station entry of the train.
In addition, the processing system for continuation path according to the above embodiment of the present invention may further have the following additional technical features:
in some examples, the detection module is to: detecting whether the train drives into a receiving train access road or not; detecting whether the head of the train is pressed into a receiving access track; and detecting whether a delay or ramp unlocking button is triggered after the head of the train is pressed into the receiving access way or not.
In some examples, the control module is to: when the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered, a new continuation route is continuously transacted on the basis of the continuation route, and the signal of the continuation route is controlled to be reopened so as to convert the continuation route into a forward route.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a flow diagram of a method of continuation-path processing according to one embodiment of the invention;
FIG. 2 is a schematic flow chart diagram illustrating a continuation-path processing method according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a manner of transacting a continuation road according to the prior art;
FIG. 4 is a schematic illustration of a manner of transacting a continuation road according to one embodiment of the invention;
FIG. 5 is a block diagram of a processing system for continuation of a route, according to one embodiment of the invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The following describes a continuation path processing method and system according to an embodiment of the present invention with reference to the drawings.
FIG. 1 is a flow diagram of a continuation path processing method according to one embodiment of the invention. As shown in fig. 1, the continuation path processing method includes the following steps:
step S1: and transacting a continuous route for the vehicle receiving route.
Fig. 3 shows a manner of handling continuation routes in the related art. As shown in FIG. 3, in the case of a continuation route, the continuation route is generally continued to another throat entrance or a safety line. For example, when the route for receiving a vehicle is 4GD, the continuation route thereof is set to all routes after S4L 2. When the pickup route is 4GC, its continuation route is set to all routes after S4L 4. When the pickup route is 4GB, its continuation route is set to all routes after S4L 6. When the pickup route is 4GA, its continuation route is set as a link after S4. Obviously, this method has the following drawbacks: after the continuation route is transacted, the continuation route is not opened, and the throat of the opposite side is locked by the continuation route, so that the opposite side cannot transact other operations, resources are vacant and wasted, and the station transportation efficiency is reduced.
To solve the above problem, in one embodiment of the present invention, a process of conducting a continuation route for a pickup route is performed: the method comprises the following steps: the continuation access is arranged at the tail end of the receiving access, wherein the continuation access is only arranged at one section and is the next access at the tail end of the receiving, so that resource control and waste are avoided, and station transportation efficiency is improved. For example, as shown in fig. 4, when the pickup route is 4GD, its continuation route is set as the next route at the pickup end, i.e., the route of the section S4L2 to S4L 4. When the pick-up route is 4GC, its continuation route is set as the next route of the pick-up end, i.e., the route of the section S4L4 to S4L 6. When the pick-up approach is 4GB, its continuation approach is set as the next approach at the pick-up end, i.e., the S4L6 to S4 stage approaches. When the pick-up route is 4GA, its continuation route is set as the next route at the end of the pick-up, i.e., the section after S4.
That is, in the embodiment of the invention, when a plurality of train semaphores which have the blocking function in the same direction are arranged in the station, the continuation route is only arranged by one section, so that when the train receiving route is handled, the throat of the opposite side is prevented from being locked, and the influence on the operation of other parts of the station is reduced on the premise of ensuring the safety protection requirement of the descending ramp continuation route, thereby effectively improving the transportation efficiency.
Specifically, the handling of the continuation route can be realized by sequentially pressing the stop signal button, the front route terminal button, and the terminal button of the next route at the tail end of the front route.
Step S2: a transition instruction to transition the continuation route to the forward route is received. Specifically, after the continuation route is handled, if the pick-up route is temporarily changed, the continuation route is changed, and it is necessary to re-open the current continuation route, convert the current continuation route into the forward route, and handle a new continuation route. Specifically, when the current continuation route needs to be converted into the forward route, a conversion instruction for converting the continuation route into the forward route may be issued, and the conversion operation may be executed according to the conversion instruction for converting the continuation route into the forward route.
Step S3: and detecting the state of the train, and converting the continuation route into the front route according to the state of the train. Specifically, since the current continuation path does not exist in advance, the continuation path cannot be easily changed to the forward path of the open signal by the method of the reopen signal. Therefore, when a switching instruction for switching the continuation road to the forward road is received, which indicates that there is a need to switch the continuation road to the forward road, it is first necessary to detect the state of the train, and then switch the continuation road to the forward road according to the state of the train.
Specifically, in an embodiment of the present invention, the process of detecting the state of the train includes: detecting whether the train drives into a receiving train access road or not; detecting whether the head of the train is pressed into a receiving access station track or not; and detecting whether a delay or a ramp unlocking button is triggered after the head of the train is pressed into the receiving access way or not. Specifically, the train state can be detected by existing related sensors or detection devices.
Further, as shown in fig. 2, the process of controlling the continuation route to be converted into the forward route according to the state of the train specifically includes: if the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered (namely the ramp unlocking button is not pressed), continuously transacting a new continuing route on the basis of the continuing route, and controlling the signal of the continuing route to be reopened so as to convert the continuing route into a forward route.
Illustrated in connection with fig. 4: taking the current pick-up route as 4GD and the transacted continuation route as the S4L 2-S4L 4 road segment as an example, at this time, the pick-up route is changed as required, for example, the pick-up route 4GD is changed to 4GC, and the continuation route of 4GC, that is, the S4L 4-S4L 6 road segment, is transacted. However, the current continuation roads S4L2 to S4L4 are not opened, so the continuation roads S4L2 to S4L4 need to be re-opened and converted into the forward road, so that the train can enter the station according to the receiving road 4GC and the continuation roads S4L4 to S4L 6. Specifically, a switching instruction to switch the current continuation road segment S4L2 to S4L4 to the preceding road segment may be transmitted, and upon receiving the instruction, the state of the train is detected. If the current state of the train is that the train does not drive into the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered (namely the ramp unlocking button is not pressed), a new continuation route, namely S4L4 to S4L6, is continuously transacted on the basis of the current continuation route S4L2 to S4L4 road segments, and signals of the current continuation route S4L2 to S4L4 road segments are controlled to be reopened so as to convert the current continuation route S4L2 to S4L4 road segments into a forward route, so that the train can safely enter the station according to the new receiving route 4GC and the continuation route S4L4 to S4L6 road segments thereof. Note that the signals of the transacted new continuation routes S4L4 to S4L6 are not opened. Wherein the preset time is 3 minutes.
Further, in an embodiment of the present invention, as shown in fig. 2, the method further includes: and if the train drives into the receiving route, the head of the train is pressed into the receiving route station track, the delay time after the head of the train is pressed into the receiving route station track reaches the preset time or the ramp unlocking button is triggered (namely the ramp unlocking button is pressed), controlling the continuous route unlocking.
Specifically, the process of controlling the continuation path unlocking includes: and if the delay time after the head of the train is pressed into the receiving route station reaches the preset time (such as 3 minutes), controlling the continuous route to be automatically unlocked. Specifically, a descending ramp approach for entering a station and receiving a train (only entering the station and receiving the train) with the outside of the station exceeding 6 per thousand is handled, delay is started after the head of the train is pressed into a station access path track, and the current continuous approach connected with the train access path is automatically unlocked after the delay time reaches 3 minutes.
And if the delay time after the head of the train is pressed into the receiving access station track does not reach the preset time and the train completely enters the receiving access station track, detecting a ramp unlocking button trigger signal and controlling the continuous access unlocking according to the ramp unlocking button trigger signal. Specifically, a descending ramp approach for getting in and getting off (only getting in and getting off) with the outside of the approach exceeding 6 per thousand is handled, delay is started after the head of the train is pressed into the access station track, and when the delay time is less than 3 minutes and the train completely enters the access station track, the current continuous approach connected with the access station can be unlocked in an unlimited time mode by manually pressing a ramp unlocking button.
And if the delay time after the head of the train is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route in the preset time, controlling the continuation route to be automatically unlocked. Specifically, a long approach for receiving a train (including an approach and an in-station train approach) which is more than 6 per thousand of downslope outside the station is handled, delay is started after the head of the train is pressed into the station access path station, and if the train is not pressed into the next station access path during the delay time, the current continuous approach is controlled to be automatically unlocked when the delay time reaches 3 minutes.
And if the delay time after the head of the train is pressed into the train receiving access track reaches the preset time and the train advances to press into the next train receiving access track within the preset time, monitoring the state of the train in the next train receiving access track.
Specifically, the process of monitoring the state of the train in the next pickup approach includes: and if the delay time after the head of the train in the next receiving route is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route in the preset time (namely the adjacent receiving route after the next receiving route), controlling the continuous route of the next receiving route to be automatically unlocked. On the other hand, if the head of the train in the next receiving route is pressed into the receiving route station track and the train advances to press into the next receiving route within the delay preset time (i.e. the adjacent receiving route after the next receiving route), the state of the train in the next receiving route is continuously monitored, and so on, and the detailed description is omitted here. That is, after the head of the train is pressed into the receiving route station track, whether the train is pressed into the next receiving route within the delay preset time is judged, if not, the current continuing route is controlled to be unlocked automatically, otherwise, the state of the train in the next receiving route is monitored until the train stops when a certain receiving route is not pressed into the next receiving route of the receiving route. Specifically, a long approach for receiving trains (including an approach and an intra-station approach) which is more than 6% off the ramp outside the station is handled, when the head of a train is pressed into the station access path, the delay is started for 3 minutes, when the train moves forward during the delay and is pressed into the next station access path, the continuing access path of the next station access path is unlocked in an unlocking mode similar to the continuing access path of the current station access path, and the process is analogized and is not repeated here.
Further, in an embodiment of the present invention, as shown in fig. 2, the method further includes: and when the train does not enter the receiving route, canceling the current receiving route and reprocessing a new receiving route. That is, when the train has not yet arrived at the station, if the receiving route in the original plan is changed, the current receiving route in the original plan is directly cancelled, and the changed new receiving route is directly handled. Referring to fig. 4, taking the originally planned pickup route as 4GD as an example, when a train does not yet enter the station, the pickup route is changed to 4GC as required, so that the current pickup route 4GD can be directly cancelled, and a new pickup route 4GC can be directly handled.
According to the method for processing the continuation road of the embodiment of the invention, after the continuation road is processed for the vehicle-receiving road, when the vehicle-receiving road is changed and the continuation road needs to be processed again, the conversion instruction for converting the continuation road into the front road is received, then the state of the train is detected, and the current continuation road is conveniently and effectively converted into the front road according to the state of the train so as to facilitate the safe station entry of the train.
A further embodiment of the invention also provides a processing system for continuing the route.
FIG. 5 is a block diagram of a processing system for continuation of a route, according to one embodiment of the invention. As shown in fig. 5, the processing system 100 for continuation includes: a transaction module 110, a receiving module 120, a detection module 130, and a control module 140.
The transaction module 110 is configured to transact a continuation route for the vehicle-receiving route.
In one embodiment of the invention, the transaction module 110 processes the continuation of the route for the pick-up route: the method comprises the following steps: the continuation access is arranged at the tail end of the receiving access, wherein the continuation access is only arranged at one section and is the next access at the tail end of the receiving, so that resource control and waste are avoided, and station transportation efficiency is improved.
That is, in the embodiment of the invention, when a plurality of train semaphores which have the blocking function in the same direction are arranged in the station, the continuation route is only arranged by one section, so that when the train receiving route is handled, the throat of the opposite side is prevented from being locked, and the influence on the operation of other parts of the station is reduced on the premise of ensuring the safety protection requirement of the descending ramp continuation route, thereby effectively improving the transportation efficiency.
Specifically, the handling of the continuation route can be realized by sequentially pressing the stop signal button, the front route terminal button, and the terminal button of the next route at the tail end of the front route.
The receiving module 120 is used for receiving a conversion instruction for converting the continuation road into the front travel road. Specifically, after the continuation route is handled, if the pick-up route is temporarily changed, the continuation route is changed, and it is necessary to re-open the current continuation route, convert the current continuation route into the forward route, and handle a new continuation route. Specifically, when the current continuation route needs to be converted into the forward route, a conversion instruction for converting the continuation route into the forward route may be issued, and the receiving module 120 receives the conversion instruction, so that the subsequent control module 140 may perform the conversion operation according to the conversion instruction for converting the continuation route into the forward route.
The detection module 130 is used for detecting the state of the train.
Specifically, in an embodiment of the present invention, the process of detecting the state of the train by the detection module 130 includes: detecting whether the train drives into a receiving train access road or not; detecting whether the head of the train is pressed into a receiving access station track or not; and detecting whether a delay or a ramp unlocking button is triggered after the head of the train is pressed into the receiving access way or not.
The control module 140 is configured to convert the continuation road into the forward road according to the state of the train. Specifically, since the current continuation path does not exist in advance, the continuation path cannot be easily changed to the forward path of the open signal by the method of the reopen signal. Therefore, when a switching instruction for switching the continuation road to the forward road is received, which indicates that there is a need to switch the continuation road to the forward road, it is first necessary to detect the state of the train, and then switch the continuation road to the forward road according to the state of the train.
Specifically, the control module 140 controls the process of converting the continuation route into the forward route according to the state of the train, including: when the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered (namely the ramp unlocking button is not pressed), a new continuing route is continuously transacted on the basis of the continuing route, and the signal of the continuing route is controlled to be reopened so as to convert the continuing route into a forward route. Wherein the preset time is 3 minutes.
Further, in an embodiment of the present invention, the control module 140 is further configured to: and when the train drives into the receiving route, the head of the train is pressed into the receiving route station track, the delay time after the head of the train is pressed into the receiving route station track reaches the preset time or the ramp unlocking button is triggered (namely the ramp unlocking button is pressed), controlling the continuous route unlocking.
Specifically, the process of controlling the continuation path unlocking includes: and if the delay time after the head of the train is pressed into the receiving route station reaches the preset time (such as 3 minutes), controlling the continuous route to be automatically unlocked. Specifically, a descending ramp approach for entering a station and receiving a train (only entering the station and receiving the train) with the outside of the station exceeding 6 per thousand is handled, delay is started after the head of the train is pressed into a station access path track, and the current continuous approach connected with the train access path is automatically unlocked after the delay time reaches 3 minutes.
And if the delay time after the head of the train is pressed into the receiving access station track does not reach the preset time and the train completely enters the receiving access station track, detecting a ramp unlocking button trigger signal and controlling the continuous access unlocking according to the ramp unlocking button trigger signal. Specifically, a descending ramp approach for getting in and getting off (only getting in and getting off) with the outside of the approach exceeding 6 per thousand is handled, delay is started after the head of the train is pressed into the access station track, and when the delay time is less than 3 minutes and the train completely enters the access station track, the current continuous approach connected with the access station can be unlocked in an unlimited time mode by manually pressing a ramp unlocking button.
And if the delay time after the head of the train is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route in the preset time, controlling the continuation route to be automatically unlocked. Specifically, a long approach for receiving a train (including an approach and an in-station train approach) which is more than 6 per thousand of downslope outside the station is handled, delay is started after the head of the train is pressed into the station access path station, and if the train is not pressed into the next station access path during the delay time, the current continuous approach is controlled to be automatically unlocked when the delay time reaches 3 minutes.
And if the delay time after the head of the train is pressed into the train receiving access track reaches the preset time and the train advances to press into the next train receiving access track within the preset time, monitoring the state of the train in the next train receiving access track.
Specifically, the process of monitoring the state of the train in the next pickup approach includes: and if the delay time after the head of the train in the next receiving route is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route in the preset time (namely the adjacent receiving route after the next receiving route), controlling the continuous route of the next receiving route to be automatically unlocked. On the other hand, if the head of the train in the next receiving route is pressed into the receiving route station track and the train advances to press into the next receiving route within the delay preset time (i.e. the adjacent receiving route after the next receiving route), the state of the train in the next receiving route is continuously monitored, and so on, and the detailed description is omitted here. That is, after the head of the train is pressed into the receiving route station track, whether the train is pressed into the next receiving route within the delay preset time is judged, if not, the current continuing route is controlled to adopt automatic unlocking, otherwise, the state of the train in the next receiving route is monitored until the train stops when a certain receiving route is not pressed into the next receiving route of the receiving route. Specifically, a long approach for receiving trains (including an approach and an intra-station approach) which is more than 6% off the ramp outside the station is handled, when the head of a train is pressed into the station access path, the delay is started for 3 minutes, when the train moves forward during the delay and is pressed into the next station access path, the continuing access path of the next station access path is unlocked in an unlocking mode similar to the continuing access path of the current station access path, and the process is analogized and is not repeated here.
Further, in an embodiment of the present invention, the control module 140 is further configured to: and when the train does not enter the receiving route, canceling the current receiving route and reprocessing a new receiving route. That is, when the train has not yet arrived at the station, if the receiving route in the original plan is changed, the current receiving route in the original plan is directly cancelled, and the changed new receiving route is directly handled.
It should be noted that, a specific implementation manner of the processing system of the continuation route in the embodiment of the present invention is similar to a specific implementation manner of the processing method of the continuation route in the embodiment of the present invention, and please refer to the description of the method part specifically, and details are not described here for reducing redundancy.
According to the processing system of the continuation route, after the continuation route is processed for the vehicle-receiving route, when the vehicle-receiving route is changed and the continuation route needs to be processed again, the conversion instruction for converting the continuation route into the front route is received, then the state of the train is detected, and the current continuation route is conveniently and effectively converted into the front route according to the state of the train so as to facilitate the safe station entry of the train.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (7)
1. A processing method for continuation route is characterized by comprising the following steps:
handle the continuation route for the route of receiving a car, include:
arranging the continuous route at the tail end of the receiving route, wherein the continuous route is only provided with one section and is the next route at the tail end of the receiving route;
receiving a conversion instruction for converting the continuation route into a front route, wherein when the receiving route is temporarily changed, the continuation route is changed, and the current continuation route needs to be re-opened and converted into the front route;
detecting the state of a train, and converting the continuation route into the forward route according to the state of the train; the detecting of the state of the train comprises:
detecting whether the train drives into a receiving train access road or not;
detecting whether the head of the train is pressed into a receiving access track;
and detecting whether a delay or ramp unlocking button is triggered after the head of the train is pressed into the receiving access way or not.
2. The continuation road processing method according to claim 1, wherein said controlling the continuation road to be converted into a preceding road according to the state of the train includes:
if the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered, a new continuing route is continuously transacted on the basis of the continuing route, and the signal of the continuing route is controlled to be reopened so as to convert the continuing route into a forward route.
3. The continuation road processing method according to claim 2, further comprising:
and if the train drives into the receiving route, the head of the train is pressed into the receiving route station, the delay time after the head of the train is pressed into the receiving route station reaches the preset time or the ramp unlocking button is triggered, controlling the continuous route to be unlocked.
4. The continuation route processing method according to claim 3, wherein the controlling of the continuation route unlocking includes:
if the delay time after the head of the train is pressed into the receiving route station track reaches the preset time, controlling the continuous route to be automatically unlocked;
if the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the train completely enters the receiving route station track, detecting a ramp unlocking button trigger signal, and controlling the continuous route to be unlocked according to the ramp unlocking button trigger signal;
if the delay after the head of the train is pressed into the receiving route station track reaches the preset time and the train is not pressed into the next receiving route within the preset time, controlling the continuation route to be automatically unlocked;
and if the delay after the head of the train is pressed into the receiving route station reaches the preset time and the train is pressed into the next receiving route in the forward process within the preset time, monitoring the state of the train in the next receiving route.
5. The continuation road processing method according to claim 1, further comprising:
and when the train does not drive into the receiving route, canceling the current receiving route and retreating a new receiving route.
6. A processing system for continuing a route, comprising:
the handling module is used for handling the continuation route for the vehicle-receiving route, and the continuation route for the vehicle-receiving route comprises:
arranging the continuous route at the tail end of the receiving route, wherein the continuous route is only provided with one section and is the next route at the tail end of the receiving route;
the receiving module is used for receiving a conversion instruction for converting the continuation route into a forward route, and when the pick-up route is temporarily changed, the continuation route is changed, and the current continuation route needs to be re-opened and converted into the forward route;
the detection module is used for detecting the state of the train, and the detection module is used for:
detecting whether the train drives into a receiving train access road or not;
detecting whether the head of the train is pressed into a receiving access track;
detecting whether a delay or ramp unlocking button is triggered after the head of the train is pressed into a receiving access way;
and the control module is used for converting the continuation route into the forward route according to the state of the train.
7. The continuation-path processing system of claim 6, wherein the control module is to:
when the train does not enter the receiving route, or the head of the train is not pressed into the receiving route station track, or the delay time after the head of the train is pressed into the receiving route station track does not reach the preset time and the ramp unlocking button is not triggered, a new continuation route is continuously transacted on the basis of the continuation route, and the signal of the continuation route is controlled to be reopened so as to convert the continuation route into a forward route.
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| CN114261428B (en) * | 2021-12-14 | 2023-09-08 | 卡斯柯信号有限公司 | Processing method for continuous route fault or continuous route unlocking after vehicle forwarding |
| CN114394136B (en) * | 2021-12-30 | 2024-01-23 | 卡斯柯信号有限公司 | Train control method for city railway C2+ATO |
| CN114506367B (en) * | 2022-04-13 | 2022-08-09 | 北京全路通信信号研究设计院集团有限公司 | Comprehensive management and control method and system for intermediate station |
| CN114906189B (en) * | 2022-05-17 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Method and system for setting continuous route crossing of downhill path |
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